Apparatus for preventing collision of trains.



m: Mourns PETERS co, PNOTOJJTHQ. WASNINGYON, n. c.

(Application filed May 23, 1900.)

H. DE GAILLABD &. M. H. A. PORTRET. APPARATUS FOR PREVENTING COLLISION0F TRAINS.

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Patented Nov. l3, I900.

H. L. DE GAILLARD & WI. H. A. PORTRET. APPARATUS FOR PREVENTINGCOLLISION 0F TRAINS.

(Application filed May 23, 1900.)

N0. 66mm.

2 Sheets-Sheef 2.

(No Model.)

m: NnRrus PEYERS co PKOYO-LIYHQ. WASHINGTON, n. c

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HENRI LAFAIGE DE GAILLARD AND MARIE HIPPOLYTE ALEXANDRE PORTRET, OFTOULOUSE, FRANCE.

APPARATUS FOR PREVENTING COLLISION OF TRAINS.

SPECIFICATION forming part of Letters Patent No. 661,513, dated November13, 1900.

Application filed May 23, 1900. serial No. 17,734. (No model.)

To all whom, it may concern:

Be it known that we, HENRI LAFAIGE DE GAILLARD and MARIE HIPPOLYTEALEXAN- DRE PORTRET, citizens of the French Republic, residing atToulouse, Haute-Garonne, France, have invented certain new and usefulImprovements in Apparatus for Preventing the Collision of Trains; and wedo hereby declare the following to be a full,'clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

The object of the present invention is a device comprising severalseries of apparatus to be placed on the ground outside the railway-linesand to be operated when the trains are passing either by a piece fixedto the side bars of the tender or to the locomotive or by the flange ofthe wheels or by the hand exoeptionally for the purpose of avoiding thecollisions and the running against each other of the trains, the signalof the danger being given to the train-guards.

These apparatus, which are placed in groups and at a distance suitablefor the protection of the trains, are connected together by a metallicdevice, (chain or cable,) insuring the operation of a group of apparatuswhen a train is passing a preceding group.

In the annexed drawings, which are given as an example, Figure 1 is anelevation of apparatus operated by a device fixed to the tender or tothe locomotive. Fig. l is a view in continuation to theright of themechanism shown in Fig. 1. Fig. 2 is a plan of Fig. 1. Fig. 3 is asection on the line X Y in Fig. 1. Fig. 3 is a view in continuation tothe right of the mechanism shown in Fig. 3. Fig. 4 is an elevation of adevice which is operated by the flange of the wheels. Fig. 5 is a planof Fig. 4. Fig. 6 is a cross-section on the line V V in Fig. 4. Fig. 7is a cross-section on the line W Z in Fig. 4. Fig. 8 is a diagram of theconnection between the apparatus shown in Fig. 1. Fig. 9 is a diagram ofthe connection between the apparatus shown in Fig. 4.

Each group comprises the apparatus 1 2 and 1 2. The apparatus 1 and 1,which are alike and which are designed to protect the trains which arerunning in the same direction, consist of a support 1 1, upon which ismounted a multiple pulley or striker 3 3, movable around an axle and thegroove of which serves to receive the operating-chains, the operation ofwhich will be described hereinafter. A fork 44, with striking branches 55 is mounted on the supports 1 1 and indicates whether the line isopened or closed, according to its position relatively to the line.

The apparatus 2 2 which are alike and which are used to protect twotrains coming toward each other on the same line, are comprising asupport 2 2, having axles upon which an articulated signal device 6 6, apendulum 7 7, and a strikers 8 are mounted.

The apparatus 1 2 and 1 2, &c., are forming one group, the distanceapart of each group is forming a section.

The pieces which are fixed to the tender or to the locomotive and whichare designed to operate the apparatus which are fixed along the line, aswell as to warn the attendants of the trains, are the following: Thepressing-butter 9, which acts upon the striker 3 3*, the articulatedring 10, which has to come over the signal 6 6 when the latter is in theinclined position shown in the apparatus 2, and the hurter 11, whichhurts against the roman. Let us suppose that a train is running in thedirection of the arrow N, Fig. 1. The striking pulley 3 receives fromthe butter 9, fixed to the tender, at pressure upon its upper part,which causes it to turn While causing the operation, first, of the fork4 by means of the chain '1', fixed to the arm 12 of the fork and whichruns over the grooved pulley 13 and passes over the small diameter ofthe pulley 3, the fork at thus being brought across the line and closingthe same -that is to say, it a second train should follow the first oneit would knock against the fork 4: by means of the hurter 11 whilegiving a sound-signal to the attendants of the train-and, second, of theapparatus 2, which is placed at the distance of two sections. In fact,when the pulley 3 is turning it exerts a traction on the chain j, fixedto the pendulum 7, and the latter is thus caused to incline and movesthe hurter 8, with which it is connected and which, being brought tostop under the said pendulum, keeps the same in the inclined position.At

the same time the signal 6 is inclining by its own weight. As its lowerbranch is heavier than its upper branch, it comes to rest upon theinclined pendulum and presents a sharp angle in the direction opposed tothe running of the first train. Therefore if a train was directed on thesame line as the first one, but in an opposite direction, the ring 10,with which it is provided, would remain hanging in the signal 6 whileproducing adisconnection which would insure the operation of analarm-bell. Thering10,whichishangingfrom the square rod 14, may beseparated therefrom at the time it is caught, the latter being ended bytwo spring-blades 15, upon which is clamped the collar 16 of the ring10, Fig. 3.

Thus no danger of breakage is to be feared. In continuing its way aheadthe first train will pass freely over the signal 6*, which will betilted by the pressure of the ring 10 without the latter being caughtand will again resume its inclined position under the action of itslower arm, which thus forms a counterweight. It is therefore necessarythat the train, the running of which we are following, after havingprotected itself rearward and frontward makes the line clear behinditself after having passed the zone of protection. The arrangement ofthe apparatus 1 and 2 enables the pieces 9, 10, and 11 to operate this.

Let us consider the two groups of apparatus 1 2 and 1 2*, Figs. 1 and 2,which are connected together. In order that the line be cleared afterthe passage of the first train, the fork 4 must have been brought inparallel with the line and the signal 6 must again be horizontal. Tothis end when the buffer 9 hurts the pulley 3 the latter turns, exertingupon the chain 1 a traction, the effect of which will be to put thehurter 8 straight again and to bring the pendulum 7 into the verticalposition again, (both the pendulum and the hurter being connectedtogether by a chain,) while the signal 6 will-again be broughthorizontally; but the pendulum '7? is connected to the striking pulley 3of the apparatus 1 by the principal chain 7', to which is fixed asecondary chain 0:, rolling up upon the pulley 3 in an oppositedirection to the chainj, so that this chain :0 acts by traction andcauses the pulley 3 to rotate, thus operating the chain 11, and,further, it brings the fork 4 parallel to the line, while its lowerbranch 5 hurts against the stop 17. During this rotation of the pulley 3the portion of the chain j which is comprised between the apparatus 1and the guide-pulley 18 willcease to be stretched and will not act. Thechain w passes through a ring 19, fixed at proximity of the apparatus2,which serves as a stoppoint to limit the stroke of this chain, which hasa spherical link. The position of the stop-point on the line dependsfrom the stroke of the chain 00 and from the distance apart of thegroups of apparatus. The adjunction of the chains as w is necessary,because if the chain j had to operate by itself it would operate on boththe signal 6 and the fork 4 and the section would remain closed insteadof being cleared.

The operation of each of the groups of apparatus would be the same ifthe first train was supposed to run in the direction of the arrow S,Fig. 1.

The apparatus 2 and 2 are provided with a device which secures theoperation of the signal 6 6 in case the chains should break or fail toact. To this end a relief-chain m m is secured to the main chain j,which passes over a pulley 20 20 and which supports a counterweight 2121*, so that if the chain should happen to break these counterweightswhen falling would operate the signals 6 6 independently and would beenabled to strike at the same time an electric contactpush in order towarn the attendants of any stationary post.

In some particular cases the whole apparatus could be operated by handby means of a lever 22 22, fixed on the shaft of the pulleys 3 3 insteadof being operated by a buffer, or it could also be operated by theflange of the wheels of the locomotive, the said flange operating apedal having a determined position along the line, Figs. 4 to '7. Inthis device a piece 23, which might itself assume a vertical position,is acting as a pedal. It projects beyond the inner side of the rails afew centimeters and is able to oscillate freely around its axle, whichis supported by a bearing 24. When a train is passing, the piece 23 isbeing hurt by the flange of the wheels, and by inclining it transmitsthe shock to either one of the cams 25, mounted upon the shafts 26,which turn in bearings 24 and 27. While turning, the shaft 26 causes thelevers 28 and '29, to which it is connected, to operate. On severalpoints of the lever 28 there may be attached a chain 25, made fastaround a pulley 30 on the shafts 3 3 of the apparatus 1 and 1 When atrain is passing by, the lever 28 describes an arc of a circle andcarries along with it the chain t, the traction of which causes thepulley 3 to turn and to bperate the chains vlj Z, as hereinbeforedescribed.

A counterweight 31, fixed on the lever 29, allows of the pieces of themechanism to resu me their first position after the passage of thetrain, but without operating directly the apparatus 1 and 2. The piece23 resumes itself its vertical position when the train has passed.

The pedal device is a double one and has to be operated by the passageof the trains in both directions on the same line and has to make theline clear when leaving each section, as this is done by the buffer.

Fig. 8 shows the diagram of the device for interposing apparatusoperated by the buffer-viz., the way they are placed and arrangedtogether along the railway-lines. As seen in that figure, the apparatus1 and 2 of the group I instead of being connected to IIO eei.5i3 3 theapparatus 2" and 1 of the group II, which follows immediately, are onlyconnected to those of the group III, then those of the group II to thoseof the group IV, those of the group III to Those of the group V, and soon. In this way the zone of protection comprises a section in additionto that in which the running train has entered.

Fig. 9 shows the device for interposing the pedal device, which isconstructed on the same principle as that shown in Fig. 8, with theaddition of the pedal 28.

"We claim 1. In an apparatus for preventing the collision ofrailway-trains, the combination of a striking pulley mounted on ahorizontal shaft in bearings at the side of the track and carrying thepulley of smaller dia1neter,a horizontal fork pivoted to a fixedfoundation adjacent to the pulley and adapted to swing across the rail,and a chain or cable around and secured to the smaller diameter pulleyat one end and to the fork at the other, the striking pulley beinglocated in the path of the movement of some part of the train,substantially as described.

2. In an apparatus for preventing the collision of railway-trains, thecombination with two similar devices located alongside the tracks at adistance apart, each comprising a vertical striking pulley, a horizontalshaft upon which it is supported, mounted in fixed hearin gs at the sideof the track, a second pulley carried by the shaft, a horizontal forkmounted on a vertical pivot and adapted to swing across the track, and achain or pulley connecting the second pulley with the fork, the twostriking pulleys being located in position to be successively struck androtated by the moving train, the two similar devices being connected forconjoint operation substantially as described.

3. In an apparatus for preventing the collision of railway-trains, thecombination of a horizontal shaft mounted in bearings at the side of thetrack, a striking pulley thereon in the path of some part of the train,a pivot-ed counterbalauce-signal in advance of said pul ley, a pendulumpivoted adjacent to the sig= nal, and a chain connecting the strikingpulley and the pendulum, substantially as described.

4. In an apparatus for preventing the collision of railway-trains, thecombination with a striking pulley pivoted at the side of the track, ahorizontal pivoted fork adjacent to the striking pulley, a chainconnecting the striking pulley and fork, a pivoted counterbalancesignaladjacent to the pulley and fork, a pendulum under the signahand a chainconnecting the pendulum with the striking pulley, substantially asdescribed.

In testimony whereof we affix our signatures in presence of twoWitnesses.

HENRI LAFAIGE DE GAILLARD. MARIE IIIIIOLYTE ALEXANDRE PORTRET.

Witnesses:

GEORG N EULLY, MERVAL PELLE.

